Engine.



W. H. WINSLW.

ENGINE.

APPLICATION FILED MAR. 8.1912.

Patented Aug. 17, 1915.

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W. H. WINSLOW.

ENGINE.

APPLICATloN FILED MAR.8.1912.

Patented Aug. l?, 1915.

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COLUMBIA PLANOGRAPH co.,w^sHxNnToN. n. c.

W. H. WINSLOW.

ENGINE.

APPLICATION FILED MAR.8.1912.

Patented Aug. 17, 1915.

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f AW'ILLIAi/r H. WINSLOW, 0F CHICAGO, ILLINIS, ASSIGNOR T0 WINSLOW SAFETY HIGH-PRESSURE BOILER GOK., A CORPORATION OF ILLINOIS.

ENGINE.

originan appiieanon flied Aprii 15, 1911,

To 'all wlw/m, t may concern Be it known that I, WILLmn H. `Wnvs Low, a citizen of the United States, residing at Chicago, inthe county of Cook and State of Illinois, have invented a certain new and mproved Forinof Engine, ofv which the following is a full, clear, concise, and eXact description, reference being had to the accompanying drawings, forming apart of this speciiication. 1

My invention relates particularly to an improved Vtype of engine construction vin ywhich the engine Aconsists essentially of two units so associated that each unit may be independently connected to a driven mechanism and independently control its operating valves, as a result of which the units may have any desired relative rotation. The constructionr is such, however, that both units are supplied withV steam from acommon steam chest and subject if desired to common control as starting and stopping.

The engine characterizing my vinvention is particularly valuable in connection with self-propelled vehicles since each unit may be connected independently to one of the driving wheels and thus exert upon such wheel full tractive effort regardless of the operative condition of the other wheel. /Vhen used in this way the steam chest serves in effect to secure all the advantages 'of a differential gear mechanism` without involving any vof the disadvantages of such a construction, for the dri-ving iorce dur-v ing vnormal operating conditions is always present ready to be appropriated by the mechanism operating either wheel accordy ing to the conditions 'under which the wheels are operated; a given amount of energy imparted to either wheel is always substantially equal to theydiiferent condition, the total amount of energy imparted to the drivingmechanism and that imparted to the other wheel. @n the other hand,k

the action between the motive power and the vdriven wheels is more elastic than it is possible to secure for any combination of gears' without in any way interfering with the effectiveness ofkoperation of the device, and

for any practical condition of operation the slippage of one or" the wheels does not deprive the other wheel of its driving force,

while in the case of differential gearing, to secure effective driving with either wheel Specification of Letters Patent.

taken along the line 3-3 in Fig.` 5.

the coecient of friction of both wheels withl the roadway or pavement must be relatively high since the slippage of either Patented Aue. 17, 1915.

Serial No. 621,199. Divided and this application led March 8, 1912. Serial No. 682,427.

wheel deprives the other wheel of its drivy ing force.

The several drawings illustrating my invention are as follows: Figure l is an enlarged rear end view of myimproved engine construction. Fig. 2 is a top view of the engine showing its housing and `support from the rear axle structure and also partially in section the valves employed to control the operation of the engine pistons. Fig. 3 is a vertical sectional view through the centers oi' two of the engine cylinders and shows the disposition of `the mechanism in the engine casing, and the relation of the parts used to control and reverse the direction of motion of the engine pistons such sectional view being Fig. a is a detailed view of the reversing mechanism shown in Fig. 3, removed from the rest of the mechanism to more clearly illustrate its constructionand operation. Fig. 5 is a sectional view of a portion of the mech- Vanisin shown in Fig. 3, taken along the line 5-5. Fig. 6 is a sectional view of a portion of the mechanism shown in Fig. 3 taken along the line 6 6. Fig. 7 is a sectional view of a portion of the mechanism shown in vFig. 3 taken along the line 7 7. Fig. 8 is a sectional view vof a portion of the mechanism shown in Fig. 5 taken along the line s s. y

Similar numerals refer to similar throughout the several views.

As indicated in Fig. l, the engine casing 6 supports two vertical cylinders 2l and 21a, which are disposed side by side and eX- tend upward from the axle casing 7; and

parts two horizontal cylinders Q2 and 22a, disquired to meet a particular operating condition, and further that each engine unitY is al- Ways in a condition to start and drive 'its associated Wheel regardless ofthe angular position of the crank pin driven byY such unit.

As shown in Fig. 2,. the operation of the cylinders 21 and 2la is controlled bythe cylindrical valves`23 and` 23a, While the operation' of the Ycylinders 22 and 22a is controlled by the cylindrical valves 24 and 24a respectively. yThe .valves 23 and123a are in communication with the common steam chest 2,5 supplied With steam by a pipe connection 26, as a result of which either or A both of the cylinders 21 and 21a take'steam l from the steam chest V25 through the operation of `thevalves 23 and 23EL according toV the conditions under which the Wheels driven bythe pistons in the cylinders-21 and 21aar`e operating, and thus a differential action is vsecured Vby means ofthe common steam. chest 25 between the driven Wheels of the Vvehicle' Without the use of the mechanism of any. description, connecting` such wheels with each other. The valvesl 24 and 24a. communicate With a common steamchest 27, having a steam supply pipe 28, by Which they controlfthe operation of the pistons in l inders 21 and 211'.` Y

in which the valvesf23 and 23a operate are the'cylinders 22 and 22a ina mannersimilar to that described for the pistons in the cyl- The ends ofthe bores connected together, as indicated in Figs. '2

and 3, by a passageway 29 With which an exhaust pipe 30 connects, as indicated in Fig.k

3. The valves 24 and'24ZP are provided With a .similar1 passage 31 and exhaust pipe 32.

Theview shown in Fig. 3 is in additionfto being taken along the line 3-3 shown in Fig. 5 taken through the center of the cyl- ,v inders 21 and 22 and also through the center of the valves 23 .and 24, and of the Water pump 33, in order to more clearly showy the relation. of thesevarious parts to the driven v and controlling mechanism. As shown in this view the cylinders 21 and 22 are provided with pistons'34 and 35 connected to piston rods 36 and 37, terminating in crossheads 38 vand 39 respectively. Connecting rods 40 andv41 are pivotally connected With the cross-heads 38 and 39, and atv their other ends independently engage a common crank pin 42, as more clearly indicated in Fig. Y5. The ends of the connecting rods 40 and 41, engaging the crank pin 42 are of comparatively large diameter so as to carry the outer races of ball bearings, the inner races of Which are securely clamped upon the crank pin 42Y by means of the nut 43. The crank pin 42 is carried by a crank 44 provided` With a counter Weight 45, as is usual in the art. The crank'44 is mounted upon a crank shaft 46 supported in ball bearingsY in the casing 6 of the engine, and such shaft has rigidly secured'tol it a `pinion 47 `meshing with the gear 48, rigidly secured to a shaft 49 extending throughthe axle casing `-7 to oneof the rear vvheelsof the vehicle, which s' is rigidly connected with: such shaft 49. A

` ball bearing is mountedin the casing 6 of vthe engine to support the inner end of the shaft 49. V

A casing 6 supports a spider .50 Within it centrally'and in a plane extending longitudinally of .the device, upon which spider are mounted the parte employed vin operating and controlling the valves ofthe engine cylinders. vThe spider is providedvvith a boss 51, extending from both.its.sides,-in which a pin 52 is driven. The ,projecting ends of', the pin 52 have rotatably mounted' uponVY them the'eccentrics 53 and rlhe eccentric 53 is provided with a forked armr 55 adapted. to engage the end of the crank pin 42, and is'held in proper position thereon by v the grooved colla-r 56 and the nut 43. `The eccentric 53 rotatably engagesv the ends of the levers 57 and 58 adapted -to operate the valves 23 and 24 respectively. j The lever 58 is pivotally mounted near its middle portion upon a pin 59 extending from one end of a restraining link 60, the other end of which is pivotally secured toa pin 6l, carried by a block 62 mounted'upon a curved slide63 secured at its ends Lto the spider 50. The

other end of the lever 58y is pivotally cony nected at 64 With a connecting rod 65, pivotally connected at-itsother end 66'Withthe outer end ,ofy the valve rod -67-connected with the .valve 24.y The parts described are roo Y so kproportioned that When the block 62 ocf f cupies' theposition indicated upon the slide I 63 thecrank shaft 42 will bezcaused to r'evvolve `around to the'right, as 'seenin Fig. 5;v

and when the block62 is moved down upon the slide 6.3 the portion of the stroke during Which the admission ports of thecylinder 22 are open is reduced sothat cut-offrma-ybe obtained at any point desired, andV When-.the block 62 is moved to its extreme lower posi- 61a projecting from its far side, as seen inV Fig. 6 to engage and control the mechanism for the valve 24a as the mechanism described above is controlled by the pin 61. a g

The lever 57 is pivotally supported near its middle'point upon a pin 68 carried by a restraining link 69, the other end of Which is pivotally supported upon a pin 70carried by a block 71 .mounted uponfa' curved slide piv- 72. The other end of the lever 57 has otallyvv connected therewith at 73 the 1OWCI' tion, as seenin Fig. 3,v the relationof the 'I i 6. The collar 82 is maintained in proper poend of a link 7&1, the upper endV of which is pivotally connected at with the lower end of the valve rod 76 connected with the valve 23. This slide 7 2 is of such conformation and is so placed that when the block 71 occupies the position indicated in Fig. 5 the piston 34 is operated in such amanner asy to cause rotation around to the right of the crank pin Ll2, while motion of the block 71 over to the left upon the slide 72 iirst serves to decrease the lengt-h of stroke during which steam is admitted to the cylinder 21, and then for further motion of theJ block 7l to the left, to reverse the operating condition 'of the piston 34 in a manner precisely the same as that in which motion of the block 62 upon the slide 68 changes the operation condition of the piston 35. rlhe valve 28a is provided with operating mechanism actuated by the crank pin 42a in precisely the manner described above for the mechanism involved in the operation of the vvalve 23; and the block 71 has extending from its iar side, as seen in Fig. 3, a pin 70a, as shown in Fig. 7, operating when the block 71 is moved on the slide 7 2 to control the relation of `the valve 23 to the piston contained in the cylinder 21a in precisely the same manner that such motion oit' the block 71 controls the relation of the valve 23 to the piston 34. A bell-crank 77 is pivotally mountedupon a pin 8 carried by the spider 50, the left hand end of such bell-crank heing connected by a link 7 9 with the pin 61 of the block 62, while the right hand end `ot' such bell-crank is connected by a link 8O with the pin 70L carried by the block 71.

rlhe bell-crank?? and the links 79 and 80 are so proportioned that motion of the bellcrank serves to move the blocks 62 and 71 simultaneously upon the slides 63 and 72, so that the same relation is maintained between the valves 24 and 211 and their associated pistons that exists at any time between the valves 28 and 23u and their associated pistons. The right hand end of the bell-crank 77 is also connected by link 81 with a collar 82 screwed on to the right hand end of the tube 83, extending to the lett through a tubular extension 84 formed on the casing sition upon the tube 83 by means of the Jam nut 85, and the tube 83 has secured to it outside of the portion 8% of the casing a collar 8G, between which and the end of the tubular portion 84.- a tension spring 87 is located. lThe tube 83 contains within it a rod 88 supported within a casing 6 by lugs 89 and 99 formed thereon. Just to the left of the lug 89 a collar 91 is secured to the rod 88 in a position to be engaged by the right hand end of the tube 88, and betweenthe lugs 89 and 90 a second collar 92 is secured to the rod 88 to be engaged bythe left hand end of the compression spring 93,

extending between such collar and the lug 90. The spring 87 is constructed of such a strength as to move the blocks 62 and 71 as far up and to the right respectively on their corresponding slides as the position of the rod 88 will permit. For the position of such rod indicated in the drawings, such blocks and the parts carried thereby are moved to the position indicated, which allows the pistons to take steam from the steam chests for their full stroke in each direction. This represents the condition of operation when the maximum possible power of the engine is required, although it will be understood that the engine at this time is not working as elliciently as for other relations of the valve mechanism. The spring 98, which is con-- structed so as to be considerably stronger than the spring 87, moves the rod 88 to the left until the collar 92 engages the lug 89, which prevents further motion of the rod 88. For this motion the collar 91 secured to the rod 88 moves the tube 83 to the left suiliciently to rotate the bell-crank 77 around to the left, as seen in Fig. 3, to move the blocks 62 and 71 to a position giving the most effective running condition of the engine in a forward direction, which position is commonly referred to as the hook-up position. For this condition the admission ports of the engine are closed at such a portion of the stroke that the full value of the steam admitted is employed eXpansively in the cylinders.

From the description given above it will appear that each ofthe crank pins l2 and '-l2 is entirely independent from the other and that the mechanism supported thereby bears no relation whatever in its operation to the mechanism controlled by the other crank pin, and further that each crank pin directly controls the valve mechanism of the two cylinders employed to operate it by means of a single eccentric and that the two independent engine units thus formed are controlled simultaneously both as to reversal. and the point of cut-oill for either directionV of motion by a single actuatingv mechanism of simple construction regardless of the position of the mechanism of one engine unit relatively to the mechanism of the other unit.

The water pump 33 carried by the casing 6 is provided with a plunger 9ipivotally connected at its right hand end with a connecting rod 95, which rod at its right hand end is engaged by a pin 96 eccentrically carried by the left hand end of the shaft V19, as seen in Fig. 5. The casing v6 also carries an air pump 98, the piston. 99 of which is pivotally connected with the upper end ot the connecting rod 100, the lower end of which engages a pin 101 carried by the connecting rod 40 of the cylinder 21a. As a result of the connections described when the llt) The casing 6 is provided with a coverl plate 102 on its rear wall, by removing which access may be readily hadV to all of the .mechanism contained within such casing, and if desired for purposes of inspection or repair, the spider 5() and all of the controlling mechanism carried'thereby may be re- -moved from the casing in assembled condition by releasing the connections holding the spider in place when ther-'crank pins Ll2 and 4:2LL are in their lowermost position and the link 81 and the valve connecting rods are disconnected. rlhe casing 6 is completely inclosed, and may if Vdesired contain oil to thoroughly lubricate the moving lparts. Caps as shown at 103 and 104 are 'provided in connection with the cross-heads to constitute an extra protection for the piston rods of the engine.

In connection with the description of the valve controlling mechanism given above and the drawings illustrating the same, it will be noted that the parts supported bythe spider 50 are held in place thereon by thel relation of the links to each other and to the eccentrics controlling them and that these parts are held in place by the engagement of the forked ends of the -arms extending from the eccentrics 53 and 53a with the corre-v spending crank pins, thus making it a coinpara tively simple matter to separate the eccentrics from the corresponding levers and to remove the'parts from the supporting pins carried by the spider when it isp-desired to separate the parts from each other.

' The surface of the spider 5() may be finished on both its sides, or if desired only portions thereof may be finished to be engaged by the links of the controlling mechanism, as indicated for the restraining links 69 and 69 shown in Fig. 7. It is to be noted, however, thatronly such parts of the apparatus come in sliding engagement with the surface of .the spider 50 as are'normally at rest or moved but very little, as a result of which the wear upon such parts is practically negligible.

While the pumps 33 and operated by the saine engine unit, it is to be understood. that either unit may be employed for this purpose, or that either unit may operate either pump in any suitable manner, without departing from the spirit of4 my invention.

- From the description given above of the operation of the common steam chest in cennection with two engine cylinders of cliflerent units, it will be un derstood that although differential gearingl is entirely eliminated, the engine constructicn affords what is many ways are similar results. That is, the driv- 9S are shown as ing force during normal operating conditions is always present, ready to oe rappro-V priated by the mechanism operating either wheel according tothe 'conditions' `under which the wheels are operating; and again, the amount of energy imparted to either wheel is always substantially equal difference between thetotal amount' to the i of en-V ergy imparted to the driving mechanismand j that imparted to the other wheel. Onfthe other hand, the connection between; the motive power and the driven wheels is more elastic than it is possible to secure with any combination of gears without in any way in- 'l f slippage of either wheel deprives the other wheel of its driving force. `While the gears 18 and 48a may ifV desired have the same number of teeth l and be of the saine diameter, itis preferable to have' the number of teeth different.r For instance, the gear sl-S may have '5% teeth while the gear Sais provided with 55 teeth, as a result of which the possibility of the two sections of the engine keeping in step with each other will be prevented, and thus the building up of the vibration tendency of the `twopai'ts of` theengine, due to "they simul-v taneous thrust Iin the same direction of the parts of the two sections of the engine which may be unequally distributed, is avoided. ln this way the wear and Jar oil-the moving f parts and the housing is reduced to a minimum.. l

' rlhe present application is a Vdivisional application of my co-pending applicationseriel 'No'.l621,199, filed April 15,1911. 'f y Many changes in the mechanism disclosed may be employed withoutdeparting from .thespirit of my invention, and therefore,

desire to claim broadly all mechanical equivalents that may suggest themselves to those skilled in the art.

llilhatll claim is iet iinV

l. ln combination, an automobile engine Y Y comprising a pair of cylinder castings secured to eachother, said castings bearinO" n e two pairs of cylinders arranged at 90k de.-v

grees to each other, a steam chest in ea'ch"v cylinder casting, side plates secured to said cylinder castings, a separate crank-shaft having` a bearing in each side-plate, a pair of quartered pistons connected to each crank-shaft, said pistons working .in said cylinder, a removablev plate 'arranged inV a' f median line between said crank-shafts in'.

said lcylinder castings, valve mechanism mounted on said plate, and a common load for both of said crank-shafts.

2. In an engine, the combination of two independent engine units, each unit comprising a pair of quartered cylinders, a crank-shaft for each unit, said shafts being coaxial and connected to each other through the load only, a valve gear for each cylinder, a single valve eccentric for each unit, and a removable plate secured to both units, said plate supporting said eccentric and the valve gear of each unit.

3. In combination, a pair of crank-shafts for transmitting motion to a common load at variable rates of speed, a separately-operating engine connected to each of said crank-shafts, said engines being secured together by a common casing, a common steam chest adjacent the valve chambers of said engines, and shiftable valve mechanism for simultaneously adjusting the cutoff of both engines.

t. In combination, a pair of coaxial shafts connected to the driving wheels of a vehicle, separate cranks attached to said shafts, a casing forming supporting means for said shafts surrounding said cranks, a pair of quartered cylinders for each crank, mounted on said casing, said cylinders being arranged in V formation and having a steam chest for each pair of cylinders communieating with the valves, and shiftable valve mechanism for simultaneously adjusting the cutoff for all of said cylinders.

5. In combination, a pair of coaxial shafts connected to the driving wheels of a vehicle, a separate crank for each shaft, a horizontal and a vertical cylinder for each crank, a casing supporting the ends of said shafts and forming a base fors-aid cylinders, said horizontal Vcylinders arranged in pairs, and said vertical cylinders arranged in pairs, a steam chest for each pair of cylinders, said cylinders having valves communicating directly with said steam chest.

6. In combination, a pair of coaxial shafts arranged end to end, said shafts connected at their outer ends to the driving wheels of a vehicle and adapted to travel at various relative rates of speed, a separate crank for each shaft, a pair of quartered cylinders for each crank, said cylinders of the two engines being arranged parallel in pairs, a common steam chest for each pair of cylinders, and common valve-shifting mechanism for adjusting the cutoff similarly on all the cylinders regardless of the relative speeds of the shafts.

7. In an engine, the combination of a single housing, two engine units mounted in the housing so that each may move independently of the other, independent driving shafts for said units, said shafts both operating upon a common load but at different relative rates of speed, and means for simultaneously varying the cutoff of the valves of both units.

8. In an engine, the combination of a single housing, two engine unitsv mounted in the housing so that each may operate relatively independently of the other, a common steam chest for said units, said steam chest allowing different amounts of work to be done by each unit for a given throttle opening, a common load driven at different relative speeds simultaneously by said units, and means for simultaneously varying the cutoff of both units.

9. In a vehicle engine, a pair of shafts adapted to be connected to the driving wheels of the vehicle, an independently-operating engine unit for each shaft, each unit comprising a pair of quartered cylinders having pistons operating on a common crank, a common steam chest for a cylinder of each unit, independently-operating valve mechanism, and common reversing meansv for the valve mechanism of each unit.

l0. In combination, a vehicle engine, a pair of coaxial shafts adapted to be connected to the driving wheels of the vehicle, said engine comprising a pair of units, each of said shafts being connected to one of said units, each unit comprising two .cylinders angularly disposed relativev to each other, a single eccentric for vcontrolling the valves of each unit, and means for controlling said units simultaneously by a single actuating mechanism, regardless of the position of the mechanism of one unit relative to the mechanism of the other unit.

In witness whereof, I hereunto subscribe my name this 29th day of February, A. D.,

WILLIAM I-I. WIN SLOW. Witnesses:

ALBERT C. BELL, ALBIN C. AHLBERG.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

